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June 12, 1923.

A. V. T. DAY

TRAFFIC CONTROLLING SYSTEM Filed July 10, 1911 7 Sheets-Sheet 1 June 12,1923.

A. V. T. DAY

TRAFFIC CONTROLLING SYSTEM Filed July 10, 1911 7 Sheets-Sheet 2INVENTOR: RV/U176 WW WiTNESSE-S June I2, 1923. 1,458,616

A. v. T. DAY

TRAFFIC CONTROLLING SYSTEM Fil d July 10, 1911 '7 Sheets-Sheet 5WITNESSES v INVENTOR.

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June 12, 1923.

A. V. T. DAY

TRAFFIC CONTROLLING SYSTEM Filed July 10, 911 7 sheets-s ed 4 w@ .w/wv qi n H w 6. mf E M b\ M 9 b v KW. 4 1 w. QN\

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A. V. T. DAY

TRAFFIC CONTROLLING SYSTEM June 12, 1923.

7 Sheets-Sheet 5 Filed July 10 1911 mm vm lnvenior:

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June 12, 1923.

A. V. T. DAY

TRAFFIC CONTROLLING SYSTEM m mi W ness-es Patented June 12, 1923.

UNITED STATES PATENT OFFICE.

ALBERT V. T. DAY, OF NEW ROCHELLE, NEW YORK, ASSIGNOR TO THE UNIONSWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OFPENN- SYLVANIA.

TRAFFIC-CONTROLLING SYSTEM.

Application filed July 10,

T all whom it may cow-067%.

Be it known that I. ALBERT V. T. DAY, a citizen of the United States,residing at New Rochelle, in the county of Vestchester and State of NewYork, have invented certain new and useful Improvements in Traffic-Controlling Systems, of which the following is a specification,reference being had therein to the accompanying drawings, forming partthereof.

My invention relates to railway trailic controlling apparatus carried ona train or railway vehicle, such as automatic train retarding or trainstopping apparatus, visual and audible train signals, and the like.

The objects of my invention are reliability of operation, simplicity andeconomy of construction, and various more particular ob jects which willbe apparent in the light of the following specification and accompanyingdrawings, wherein I have described and illustrated several of the manyforms in which the broader features of my invention may be embodied. Inthese drawings:

Fig. 1 represents. a train-retarding or train-stopping system .combinedwith an automatic blocksignal system and including electrical means ofcommunication between the train-retarding apparatus carried on the trainor railway vehicle, and the controlling apparatus on the railway.

Fig. 2 represents a train signal system similar to the train-retardingsystem shown in Fig 1.

Fig. 2 is 'a view showing a modification of the systems shown in thepreceding views.

Fig. 3 represents a modification of said electrical means ofcommunication included in the system of Fig. 1.

40 Fig. drepresents automatic train signal and train retarding apparatuscombined 3 with railway block signals and including mechanical means forcommunicating control from the apparatus on the railway to the apparatuscarried on the train or car.

Figs. 5 and 6 represent other modifications of my invention,

One feature of my invention is'the provision of traffic-controllingapparatus carried on a train or vehicle and tending automatically toretard the train or to operate a signal after the trainhas progressedfor a 1911. Serial No. 637,773.-

limited interval of time or distance during which the apparatus does notreceive actuation by extraneous means.

In the drawings the diagram of home and distant signals, H and D,adjacent the insulated joints I dividing the rails R into distinctsections is a conventional representation of an ordinary block signalingsystem. In Fig. 1, in which one track is represented and in which twosignal stations A and B are shown, together with the intermediate blockand portions of the adjacent blocks, the signals at A are both at dangersince a train T is present on the block A-B, and the track relay 1",which controls the signal circuits at A, is shunted thereby. The signalsat B are both at clear, thereby indicating that the two blocks inadvance of A-B are unoccupied. The usual signal circuits are shown inwhich each home signal H is controlled by the track relay at its stationand each distant signal D is controlled by the home signal of thestation in advance. u

The trainretarding apparatus which is carried on train T of Fig. 1consists of means operated by the movement of the train and tending,after a predetermined interval to open a valve and permit the escape ofair from the train pipe and thus apply the brakes. i

The pipe 36 which leads to the train pipe has a valve seat in the openend thereof and a valve cooperates therewith to control the escape 'ofair from the pipe 36. The valve 35 is opened and closed by a controlling magnet 82, the valve stem being attached to the armature 33 of themagnet 32, as indicated. When the magnet 32 is energized and thearmature 33 'attracted, the valve 35 closes against its seat; but' whenthe magnet 32 is deenergized, the armature 33 falls by gravity or otherretractilc force against the stop 34: and opens the valve 35.

' The magnet '32 is energized by a battery 29 through a circuit undercontrol of traincontrolled apparatus tending after a predeterminedmovement of the train to open the circuit and deenergize the magnet 32.The train-controlled apparatus is operatively connected to one of thewheels of the train, preferably one of the drive wheels of thelocomotive, by means of a shaft 14 and worm 13 thereon, which mesheswith a worm 12 on the axle of the wheel T.

As the train advances, the shaft 14 is rotated in the, directionindicatedby the arrow, and a worm 15 thereon rotates a worm-wheel 16 inthe direction indicated. The wormwheel 16 is fixed on a shaft 17, andcarries a detent 18 which is yieldingly held by a spring 130 in theteeth of a toothed wheel 19, loosely mounted on the shaft 17 From thehub 20 of the toothed wheel 19 extends a traveler consisting of an arm21 on the outer end of which is an arcuate magnetic core 23 moving in anarcuate solenoid 10.

It is apparent that when the solenoid 1.0 is energized, it will draw thecore 23 up into the solenoid, the detent 18 riding idly over the teethof the wheel 19 as. the wheel is rotated'in this direction, and when thesolenoid is deenergized the core 23 and the arm 21 will tend to fallboth by gravity and by the friction drag of the shaft 17 and the detent18. This movement, however, will not occur any faster than the rotationof the wornrwheel 16 will permit, due to the engagement of the detent 18in the teeth of the wheel 19.

The circuit in control of the magnet 32 is completed as follows: fromthe left pole of the battery 29, through wire 30, shaft 17 hub 20, wiperor brush 25 which engages the hub 20, Wire 31 and magnet 32, back to theright pole oftl'ie battery 29. In the periphcry of the hub 20, however,is inserted an insulation 24, and when the brush 25 en gages thisinsulation 24, the circuit of the magnet 32 is broken and the armature33 drops, opening the valve 35 as previously explained. A manuallycontrolled valve 150 a is provided in the pip 36 to permit regulation ofthe escape of air when the valve is opened, and ordinarily it will be soset that a service application of the brakes will be made. Th parts ofthe apparatus are so designed that the distance which a train will bepermitted to run after the apparatus has been reset, and untiltheinsulation 24 breaks the circuit ofthe magnet 32, is one complete bloc-kand to the point at in the block ahead, which point is. a sufiicientdistance back from the advance end of, said second block, to insure thatthe train will be stopped before the end of that block is ated near theentrance to the block A-B in position to be engaged by a contact shoe 8on the train T, and a local battery 2 is con nected by the .wire 7 toone rail R of the track, and by the wire 6 to the'contact rail S whenthe distant signal D is at clear, through a circuit. which will behereinafter explained. v 1

That portion of the electrical means for resettingthe train-retardingapparatus, which is carried on the train includes a battery 151, a quickacting magnet 152, and a slow acting magnet 153. The magnet 152 isnormally deenergized, so that its back contact is normally closed, andthe slow acting magnet 153 is normally energized through the followingcircuit: from the left pole of battery 151, through wire 154, contactfinger 155 controlled by the quick acting magnet 152, the back contact,wire 156, magnet 153 and Wires 157 and 166 back to the right pole of thebattery.

Two contact fingers 158 and 159, controlled by the slow acting magnet153, are,

therefore, normally held up and close their front contacts, as shown inthe drawings.

As illustrated, the train T is at the advance end of the block AB, andthe brush 25 is about to wipe on to the insulation 24, which will occurwhen the train reaches the point 00 in the block next in advance, unlessthe solenoid 10 is energized before the train reaches that point.

When the shoe 8 engages the contact rail S, since the distant signal Disat clear, the solenoid 10 will be energized through the followingcircuit: from the local battery 2, through contact finger 160, wire161,contact finger 162, wires 171 and 163, contacts 4, 5, wire 6, contactrail S, shoe 8, wire 164, contact fingers 159 and 158, wire 165,solenoid'10, wires 166 and 167, axle and Wheel T, rail R, wire 7, andwire 168 back to the battery 2. At the same time the magnet 152 isconnected in this circuit in multiple with the solenoid by way of wire169, magnet 152 and wire 170, which form a branch circuit between wires164 and "167. The contact finger 155 is, therefore, raised and closesits front contact and thus connects the battery 151 in multiple'with thelocal battery 2, into the solenoid circuit as follows: from the leftpole of battery 151 through wire 154, contact finger 155, its frontcontact, wire 171, contact finger 158, wire 165, solenoid 10 and wire166 back to the right pole of the battery The solenoid 10 now attractsits core 23 and completely resets the apparatus very quickly, and beforethe slow acting magnet 153, (whose circuit is broken when the finger 155is attracted away from its back contact) permits the fingers 158 and 159to drop and break the solenoid circuit. l/Vhen, however, the magnet 153does release the fingers 158 and 159, the solenoid circuit is broken andthe train-retarding apparatus is rendered operative to begin itsmovement from non-retarding to retarding position or condition. In otherWords this train-retarding apparatus is responsive to the engage mentbetween the shoe and contact rail to begin the gradual movement fromnon-retarding condition to retarding condition.

It will be noted that the slow acting magnet 153 serves to permit theuse of a short contact rail, since all the extraneous energization ofthe train-carried apparatus that isneeded is enough to energize thequick acting magnet 152, which is sufficiently quick acting to requirebut substantially an lllSlJtLlltZLnfiOHSCODlliLCt of the shoe 8 with therail S. ;When the finger 155 is picked up, a local circuit isestablished through the magnet 152 as follows: from'battery 151 throughwire 154, linger 155, wire 171, finger 159, wires 16 1 and-169. magnet152, and wires 170 and 1.66 back to the battery. Therefore, the finger155 is held up against its front contact and the solenoid 10 isenergized by the battery 151 as long as the slow acting magnet 153 holdsup its contact fingers, and the magnet 153 is made sufiiciently slowacting to hold the circuit through the solenoid closed long enough toinsure that the core 23 will be completely drawn up into the solenoid.Hence the length of time required to reset the apparatus isentirelyindependent of the duration of contact required between the shoe 8 andthe contact rail S.

Since the distant signal D at station 13 is at clear, the contact isclosed at point 1 and the train-retarding apparatus will be reset atstation B as above described.

Assuming, now, that the signal D is at danger and that the apparatus isnot reset at station B, the brakes will be applied at point a: in theblock in advance of the block A-l3,' as previously explained. To enablethe operator to run the train through this block after passing a cautionsignal, whileat the same time compelling him to be at his post where hecan keep the train under 'controh a manual holdout is provided forpartially resetting the apparatus and per mitting the train to proceed ashort distance. This hold-out consists of a hold-out arm 26 which servesas a hand lever and is pivoted on the shaft 17 and swings freely betweentwo stop-pins 27 and Q8, and in the path of a pin 22, on the arm 21 ofthe arcuate core 28. The arm 26 hangs by gravityugainst the backstop-pin 27, and the partsare so designed that with the arm 26 againstthe stop 27, the pin 22 on the arm oi the movable core strikes thehold-out arm 26 just after the insulation 24 breaks the circuit of therelay 32 and applies the brakes. 3y swinging the hand lever 26 forwardagainst the front stop-pin 28. due to the engagement of the pin 22 withthe hand lever 26, the hub 20 will be rotated until it assumessubstantially the position shown in Fig. 1, where it may be held bythehand lever as longas the operator remains at his post. Should herelease the hold-out lever, his train could run but a comparativelyshort distance before the brakes would be automatically applied, theamount of this limited unretarded train movement being determined by theamount of back set imparted to the hub 20, depending on the position ofthe stop 28. Hence the headway permitted by the normal reset may be butfifty or one hundred feet, allowing the operator short instant to turnaway from his post, while his train is moving slowly, without incurringan automatic application of the brakes, but not giving him anyappreciable time to leave his post without causing an automaticapplication of the brakes, when his train is running at high speed.

It will be apparent that the automatic reset could be dispcnsed withaltogether and reliance be had entirely upon the manual hold-out toprevent the apparatus from stopping the train, thus always requiring theoperator to be at his post to prevent accidents except for the briefintervals of unretarded train movement permitted after the apparatus isthus manually reset.

This manual hold-out becomesvery important in case of a failure of theapparatus to receive the impulse at a clear distant signal, due toaccidental derangement of the impulse producing apparatus, such as thebreaking of the circuit. The system above described is what is termed asafe failure system, which means that the apparatus depends upon theestablishment of circuit and the proper operation of the extraneousmeans, to keep the train going, instead of depending on such integrityof the system to retard the train when required. If for any reason theresetting impulse is not received as the train passes a clear distan'tsignal, the operator, by using the manual hold-out, can proceed throughthe block to the next signal station, with no greater inconvenience thanthe requirement to remain at his post through the block.

It is apparent that in case the train is run backward, the apparatuswillbe turned back as a unit until the arm 21 of the solenoid core strikesthe solenoid 10, when the arm is held against further movement and,consequently, the spring 130 will yield and the detent 18 will ride idlyover the teeth of the toothed wheel 19 as the worm wheel 16 is rotatedfurther by the backward movement of the train.

In Figure 2 I have shown two trains T and T the first one approachingthe block A---% and the second one in the block in advance of the blockA B, the signal circuits being omitted. Both signals at station B are atdanger and at station A the home signal is at clear while the distantsignal is at danger. Therefore, the train T will not gctthe resettingimpulse at station A, since. the solenoid energizing circuit is brokenat contact point 4. in this instance the energizingcircuit is somewhatdifferent than that illustrated in Figure 1 and is as follows: from thebattery 2, through wire 3, contact point 4, contact linger 5, wire 6,contact rail S, contact shoe 8, wire'9, solenoid 10, wire 11, axle andwheels of the train T, rail R and wire 7 back to the battery 2.

Thecircuit controlling apparatus on the train for controlling theenergization of the magnet 32 is operated by the movement of the trainin precisely the same manner as that shown in Figure 1. However, in thisinstance the trailic-controlling means which is operated by the magnet32 is what is known as a cab signal, that is, a signal carried in thecab of the locomotive or elsewhere on the train. Both a visual and anaudible signal are shown, the visual signal being a semaphore 125 andthe audible signal being an electric bell 123. The semaphore 125 is aso-called upper quadrant signal and is mechanically connected to thearn'iature 127 of the magnet 32 so that when the armature is held up bythe magnet it raises the semaphore to clear position, as shown.

hen the brush 25 wipes on to the insulation 24, and the magnet 32 isconsequently deenergized, the armature 127 falls down by gravity orother retractile force against the contact point 134 in the bell circuitand the bell 126 is energized through the following circuit: from thebattery 29, through the armature 127, contact point 134, bell 126, andwire 135 back .to the battery. The bell, therefore, rings and theoperator is apprised both by'the ringing of the bell and by theindication of the semaphore 125 that he has passed a caution signal.

As in Figure 1 the parts are so designed that the insulation 24 willreach the brush 25 and the warning signals will be given as the trainreaches the point 00' in the block AB, and the operator is continuouslywarned to keep the train under. control, un-

. til the apparatus is reset by an impulse received at a station atwhich the distant sig nal is at clear. If desired, a cut-out may beprovided to disconnect the bell and prevent it from continuing the ringin case of a long delay.

In the illustrated apparatus the manual hold-out is dispensed with andastop'136 is provided in the path of the arm 21 of the solenoid core 23.This stop 136 is so located that the arm 21 engages it just as the brush25 wipes on to the insulation 24 and the signals are given, and the arm21 and hub 20 are held against further rotation, the spring 130 yieldingto permit the detent 18 to ride idly over the teeth of the wheel 19.

I have illustrated in Figure 2 a somewhat different embodiment of thecircuit controlling apparatus governing the energization of magnet 32.In this instance the apparatus is designed to run down and apply thebrakes or give a warning signal or both after a definite interval oftime, which is the time within which the train at its maximum speed willproceed one block and to the point x in the block in advance. Inspeaking of interval hereinafter, I. mean either an interval of movementor the interval of time required to make the movement, it being apparentthat the two are interchangeable. The traftic-controlling apparatuscontrolled by the magnet 32 may be a cab signal, such as is shown inFigure 2, or it may be an automatic stop, such as is illustrated inFigure 1, or any other suitable traffic-controlling apparatus.

The solenoid 10' is energized from the battery 2 in precisely the sameway as the solenoid 10 in Figure 2. The solenoid 10' is, however,vertically arranged and the core 37 thereof will fall out by gravitywhenthe solenoid 10 is deenergized. From the lower end of the core 37projects a rack 38 of electrically conductive material, shown as formedintegral with the core. This rack 38 is connected through a train ofmultiplying gears to a retarding fan 47, which train consists of a.pinion 40, with which the rack 38 meshes, the gear wheel 43, pinion 44,gear wheel 45 and pinion 46 to which the retarding fan 47 is fixed. Thepinion 40 is connected to its gear wheel 43 by a pawl 42 and by means ofthis pawl rotates the train and the retarding fan when the pinion 40 isrotated as the rack descends, but when the rack moves upward and thepinion 40 is rotated in the opposite direction, the pawl 4-2 rides idlyover the teeth of the pinion 40 and the multiplying train and fan arestationary.

Two brushes, 25 and 39, in the circuit 0 the magnet 32, engage the rack38, and the circuit of the magnet 32 is completed as follows: from thebattery 29 through brush 39, rack 38, brush 25, wire 31, and magnet 32back to the right pole of the battery 29. On the back of the rack,however, at the upper end thereof, is inserted an insulation 24 inposition to be engaged by the brush 25 and break the circuit of themagnet 32, thus operating the traflic-controlling apparatus.

hen the shoe 8 engages the contact rail S and the solenoid 10 isenergized, the core 37 and rack 8 are drawnup into the solenoid to theposition shown on train T in Figure 2 As soon as the contact between theshoe 8 and the contact rail S is broken and the solenoid. 1.0 isconsequently deenergized, the core 37 and rack 38 begin to fall bygravity, and" the rate of fall is regulatedby the retarding fan 47 asabove described. The parts are so designed that at the maximum rate ofspeed, the train will travel but one block and to the point 00 in theneXt block between the resetting of the apparatus and the breaking ofthe circuit of the magnet 32.

It will be understood that my invention is not limited to a mechanicalengagement between the train carried apparatus and the co-actingextraneous apparatus, and in Figure 3 I have shown a somewhat differentembodiment oi": the impulse-creating apparatus disposed at each signalstation. and one in which the mechanical engagement is dispensed with.and also a modified form of electrical communication to thevehicle-retarding apparatus, In this case the communication between theextraneous appa ratus and that carried on the train is in ductiveinstead of conductive. A long coil 7 5 is provided adjacent to the trackand is energized by an alternating current generator G when the distantsignal D is at clear. A manually controlled switch M may be provided inthe coil circuit to permit an agent/to stop a train, irrespective of theposition of the distant signal, by merely opening the-switch and thuspreventing the train from getting the resetting impulse. It the contactis closed at contact point 4 and the switch M is closed. the coil isenergized through the following circuit: from the generator G throughone line wire L, wire 73 contact point 4-, contact finger 5, wire 74.coil 75. wire 76, switchM, wire 76 and the other line wire L back to thegenerator. v

()n the train T is a coil 77 carried in position to sweep over the coil75 in'inductive relation thereto as the train passes the signal station;the circuit of the coil 77 is closed "through a relay 78. and a currentis induced in the coil 77 and the relay 78 is energized when the coil 77is in inductive relation to the coil 75. provided the circuit is closedthrough the coil 75 previously explained. Relative movement between thetwo coils is not necessary to the induction of a current in the coil 77and relay 78, since the relay 7 8 is energized by an alternatingcurrent, and consequently the relay 7 S will be energized. even thoughthe train should stop with the coil77 over the coil 75.

The relay 78 controls the circuit through which the solenoid. 10 isenergized; when the contact finger is holdup and the contact closed atcontact point 81 the circuit from the battery 79 through the solenoid 10is closed and the traflic-eontrolling apparatus is reset. This apparatusmay be such as illustrated in Figures 1, 2 or 2, or any other suitableapparatus.

In Figure 4; I have shown another modification of my invention, both inthe controlling apparatus carried on the train and in the means ofcommunicating a resetting impulse at intervals to the controllingapparatus on the train. In this case the con. municat-ing means areentirely mechanical,

and since these mechanical means are shown as in the center of thetrack, the ties and the of the pipe 57 having an opening 56 in the sidethereof which is adapted to be opened and closed by the movement of apiston 5-1 in the cylinder 55. The piston 54; is provided with a longdownwardly extending piston rod 51 on the lower end of which is a wheel52 which is adapted to be engaged by the mechanical resetting means inthe track and pushed up thereby when the piston is depressed, as will bedescribed hereinafter. The piston tends to fall by gravity but isrestrained from falling except with a speed proportionate to themovement of the train, through means connected to a wheel of the trainsimilar to that described in reference to Figures 1 and 2. The shaft 14-is rotated in the direction indicated by the arrow through the worms 12and 13, and the worm 15 on the shaft 14 rotates the worm wheel 16. Onthe shaft 1.7 of the worm wheel 1.6 is loosely mounted a pinion 48 inthe teeth of which a detent 1.8 on the worm wheel 16 engages and thisdetent is pressed into the teeth of the pinion by a spring 130 withsufiicient force to cause the pinion to be rotated when the worm wheelis rotated, while the spring will yield to permit the pinion to berotated independently of the worm wheel.

On the piston rod 51 is formed a rack 4:9 with which the pinion 4.8meshes. and as the worm wheel 16 is rotated in the direction indicatedby the arrow, the pinion 48 is retated in the same direction, due to theengagement of the detent 18 in the teeth of the pinion, with the resultthat the piston 54: and rod 51 are permitted to fall gradually. Theparts are so designed that after the apparatus is reset, the train willrun one block and a slight distance into the next block to a pointequivalent to the point in Figures 1 and 2, when the pinion 48 will haverotated sufficiently to permit the piston 54 to open the vent 56 and aservice application of the brakes will be made.

The mechanical means "for resetting the train-retarding apparatuscomprise two toggle links, 68 and7l, in the middle of-the track,arranged in the path of movement of the-wheel 52 on the end of thepistonrod 51. The link 71 is pivoted to the track rails by the pivot 72, and acorresponding pivot passes through a slot 69 in the end of the link 68,thus permitting the toggle to be raised and, lowered. The toggle is thusmoved-by-the distant semaphore D through the mechanical connectionshown. Arod 65 beside the track is connected to the semaphore blade 1)by a bell-crank lever (52 and a a rod (51, and is rigidly connected toatransverse shaft 64: by a link 66. One end of a lever 61' is alsopivotally connected to an arm 66 rigidly connected to the. inner end ofthe rod 64, while the other arm of the lever 67 is connected to thetoggle joint. When the semaphore D falls, therefore, it raises thetoggle joint through the connections ust described, andwhen thesemaphore is at danger the toggle is depressed. VVhen the train reachesthe signal station the piston v Below the rack 49 isa cutout portion50,and when the train is run backward the pinion 48 will elevate'the piston5%} until. the

1 pinion runs oil the rack 49011- to space 50, after. which thepistonwill not be raised further but thepinion 48 will rotate idly in thespace- 50 and no damage can result,

A manual reset i8 is provided similar to the reset 26.01 Figure 1. Thepin 53 on the rod 51, engages the hold-out arm 58 sub stantially at, thetime that thebrakes are applied, and the arm 58 maybe oscillated betweenthe back stop GOandlfront stop 59 and thus partially reset the apparatusand per- .mit the trainto run a, short distance be tween each manualreset, precisely as explained inreterence to Figural. The circuits foroperating the signals are not shown, and it is manifest that thesignalsmaybe either, manually or automatically op eratedf In order that theoperator may always know the position of the traveler, or movablepistonv and piston rod, and so be enabled to ascertain how long a timeremains before the-brakes will be applied, a pointer or index 63 isattached to the traveler and arranged to cooperate with a stationarypointer 63,

the two pointers being so arranged that they will become alined just asthe piston 54 opens the vent 56. I v

In Figure 5 I have shown still other means of communication between theextraneous controlling apparatus and that carried on the train. Insteadof receiving a temporary resetting, impulse at intervals, as in theembodiment previously described, the train-retarding apparatus inthis-instance isresponsive to clear traffic conditions to bec0ntinuously heldat non-retarding position. In the particular embodimentwhich is illustrated in Figure 5, the extraneous controlling. meansinclude a third rail E which is divided into separate sections or blocksby insulation lco e-xtensiv with the blocks into which the track railsare divided, and each circuit includes a sectionof the third rail 1*)and of the track rails R and is controlled by the home signal H. Twosignahstations A, and B are shown and a train T is approaching thestation A and a train T is in the block in advance of the block A- B,while the block A-B is clear. T he signals at B are, therefore, both atdanger and at stationA the home signal H is at clear while 'tl1e distantsignal D is at danger. A contact finger 88 is mechanically connected tothe home signal semaphore H and operated thereby to. close the circuitthrough the third rail at the contact point 87 when the home signal isat clear. Referring to the train T, the solenoid 10 is energized throughthe following circuit: From the battery 90: throughwire 91,1'ail R, axleand wheel of the train T, wire 11, solenoid 10, wire 9, shoe 8, thirdrail E, wire 86,contact point 87 contact finger 88, and wire-89 back tothe bat-- teryh As long,, therefore, as the home signal of the block isat clear, the solenoid 10 on atrainin that block will be energized, dueto the continuous engagement'ot the shoe 8 with the third rail. .r

The solenoid 10 may control any suitable train-retardingapparatus, andthe traveler will be held up to non-retarding position as 'long as thesolenoid is energized. As soon as the solenoidbecomes ,deenergized thetravelercommences to move to retarding position, and itis apparent thatthiscoeeurs when the train passes. on to a block in rear oi, an occupiedblocln hen, therefore, the train T enters the block A--B the circuitthrough the solenoid 10 will be broken since.

the home signal H at station B is at danger vand the third railcircuitis broken at contact point 87.

Hence the train-retarding apparatuswill immediately start to move fromnon-retarding to retarding position, and the parts are so designed thatthe brakes. will be applied at the point in the block A.B and the trainwill be stopped before it enters thenext block.

This construction is partimilarly adapted tor use in long blocks so'thatthe train may run a long distance into the block before the brakes areautomatically applied and still leave a safe stopping distance in theblock. This construction also an example of the adaptability of myinvention for use at grade crossings. The :tact

- only momentary and does not continue long enough to permit thetraveler to move to retarding position, and that the apparatus is resetagain as soon as the shoe 8 engages the third rail E- on the other sideof the crossin It will be seen from the foregoing tiv vit i. inventioncomprehends signaling or trai, retarding apparatus which has anautomatic tendency to change from clear or non-retarding condition todanger or retarding condition during an interval of time or trainmovement, but is prevented from assumii'ig such danger or retardingcondition by clear traflic conditions of the track, while in the eventof danger or retarding traflic conditions of the track, the apparatusareceeds uninterrupted in its change to danger or retarding condition. Iemploy the expressions clear or nonretarding traffic conditions to meanthose conditions oi" track permitting unretarded movement oi an ippreaching train, "tor instance conditions such as would ordinarilyttLllStl the display ot a clear signal to an approzn-hiugz train. llyretarding or danger traliic conditions I mean the conditions of thetrack which require an approaching train to be retarded, for instance,conditions such as would ordinarily cause the display of a danger orcaution signal to an approachingtrain. Likewise I employ the expressionsclear or non-retarding conditions to dcsipp nate that condition of atrain-carrier ial or retarding means which peri its unretarded movementof the train or vehicle, and which is maintained during clear ornonretarding' condition oi the track ahead. Also I employ the termsdanger or retarding condition to mean. that condition of thetrain-carrier retarding apparatus or signal which retards the train orgives warnii'ig that it should be retarded, and which occurs when thetract: ahead is in danger or retard inc condition.

I have also, in the illustrated embodiments of my invention thus fardescribed, shown the signaling or train-retarding apparatus as includinga traveler or moiahle member which changes its meciianical position, butit will. be readily understood from Fig. 6 hereinafter explained thatthe traveler is not essential to my invention broadly. and hence I referto a change from non-retariiling to retarding conditions as meaning anychange of condition which may be assumed with or without change ofmechanical position, that is, the word condition is used to cover astate as well as position.

,The escape oi air from a pipe 202, which connects with the train pipe,is controlled by a piston valve 203 which slides vertically in acylinder 204;, and which has an annular or circumferential recess 205which permits the escape of air from the pipe 202 when the recess isalined with the opening of the pipe 203 in the cylinder and With a vent206 in the cylinder 204;, which vent is diametri- I cally opposite thepipe opening. A light spring 207 in. the cylinder above the piston bearson the top of the piston 203 and tends to press it down to openposition.

A. pipe 208 connects the auxiliary reservoir 200 with a pipe 209 whichleads into the cylinder 204k below the piston 203, and consequentlypressure trom the reservoir will be communicated to the under side ofthe valve and, when it is sutlicient, will hold the valve in the closedposition shown in Figure (3. The other end of the pipe 209 opens into avalve chamber 210, into the upper end of which leads a pipe 211 whichconnects with the main reservoir 201. A poppet valve 212 controls theescape of air from the main reservoir to the pipe 209. and this poppetvalve is under the control of the solenoid 10 which may be controlled byany suitable energizing means, such, for exan'iple, as that illustratedin Figure 2. The valve stem 213 is either attached to or made integralwith the core .214 of the solenoid 10, and'when the solenoid isdeenergized. the core falls by gravity or other retractile force andholds the valve 212 closed. and prevents the escape of air "from themain reservoir 201 past the valve 212 and into the auxiliary reservoir200.

lVhen the solenoid is energized and draws up the core 21 the valve 212is opened thereby and air rushes out from the main reservoir and chargesthe auxiliary reservoir. A. small vent surrounds the entrance tor thevalve stem 213 into the valve chamber 210, and is closed by a valve 215on the stem This vent permits the gradual escape o't air and hence thelowering of the pressure in the auxiliary reservoir. As the train passesa clear distant signal the solenoid 10 is energized and the valve 212 isopened long enough to permit the charging of the auxiliary reservoir. Aslong as the pressure from the auxiliary reservoir is greater than thatof the spring 207, the valve 203 will be held closed, but whensufficientair has cservoir and the opening of the valve 208 is theinterval of movement 01 the train at its maximun'i speed through onecomplete block, and to a point in the block in advance equivalent to thepoint as in Figure 1. The core 21-1 is also sufficiently heavy to holdthe valve 212 down on its seat against the upward pressure of the airfrom the auxiliary reservoir on the under side of the valve 212.

A manual hold-out 216 is provided to enable the operator to prevent theapplication of the brakes, as explained with reference to the hold-outin constructions previously described.

From the foregoing it will be apparent that my invention includes theapplication of a broadly new principle in that class oitraffic-controlling system wherein the train or railway vehicle carriesa train signal or train retarding apparatus which is controlled by meansplaced along the railway at intervals, as distinguished from anextensive contact rail like that of Fig. 5, or other means for effectinga substantially continuous control oi the apparatus on the train.Heretot'ore such tra'l'lic-controlling means for the train or vehiclehas permitted unretarded movement of the car, until engaged by amechanical trip, or other controlling means placed at intervals alongthe railway, and such an engagement has been necessary to give warningorstop or retard the car. I employ self-acting signaling or retarding appaatus carried on the car and automatically tending to give warning or toretard. the car after it has progressed for a limited time or distancewithout extraneous control,

and I employ extraneous controlling means co-acting with the apparatuson the car to prevent its automatic warning or retardation of the car,when not required. I expect to generally employ extraneous means locatedon the railway at intervals less than the limited distance of unretardedprogress permitted by the self-acting signaling or re tarding appa'atuswithout extraneous control.

However, my invention is not limited to extraneous means which shallcontrol signaling or retarding apparatus on the vehicle, at intervalsonly, since signaling or vehiclegoverning means constructed and arrangedto permit a limited free movement of the vehicle after cessation ofextraneous control, may be equally well employed with an extraneouscontrol which is normally continuous. as in Fig. 5.

It is obvious that various other modifications than those shown in thedrawings and above particularly described could be made within theprinciple and scope oi? my invention defined in the following claims.

I claim:

1. A railway traflic-controlling system comprising a single vehiclecarried tratiic governing means which at all times and under allconditions effects the automatic control of the vehicle, said meanshaving a nonretarding condition permittingunretarded movement oi thevehicle under clear tratlic conditions in advance and a retardingcondition tending to retard the vehicle under dangerous trati'icconditions in advance, and said means being constructed and arranged toassun'ie retarding condition upon the completion of a limited movementof the vehicle whereby to automatically retard the vehicle alter alimited travel, and controlling means located in the trackway andgoverned by traliic conditions in advance and constructed and arrangedto restore the trailic-governing means away from retarding condition,whereby to prevent said automatic retardation of the vehicle when notrequired.

A. railway traific-controlling system comprising automatic vehiclegoverning means carried on a railway vehicle and having a non-retardincondition permitting unretarded movement of the vehicle and a retardingcondition tending to retard the vehicle, and said means beingconstructed and arranged to assume retarding condition upon thecompletion of a limited movement of the vehicle whereby to automaticallyretard the vehicle after a limited travel, means constructed andarranged to restore the vehiclegoverning means away from retardingcondition, whereby to prevent said automatic retardation of the vehiclewhen not required, and manually operable means for also preventing saidauton'iatic retardation of the vehicle.

3. A railway tratlic controlling system comprising automatic vehiclegoverning means carried on a railway vehicle and havin g a non-retardingcondition permitting unretarded movement oi the vehicle and a retardingcondition tending to retard the ve hicle, and said means beingconstructed and arranged to assume retarding condition after a limitedmovement of the vehicle whereby to automatically retard the vehicleafter a limited travel, and means located in the tracltway andresponsive to clear trafiic conditions of the track in advance of thevehicle to restore the vehicle-governing means away from retardingcondition at intervals of vehicle movement less than said limited travelafter which the vehicle-governing means would assume retarding conditionas aforesaid, thereby permitting continuous unretarded movement of thevehicle so longas clear traffic-conditions prevail on the track ahead.

4. A railway traflic-controlling system comprising a single automatictraffic-controlling means carried on a railway vehicle which at alltimesand under all conditions effects the automatic control of the vehicle,said means having a retarding condition and a non-retarding condition,and said means being constructed and arranged to assume retardingcondition within a limited interval, and means located in the trackwayand responsive to clear traflic conditions of the track in advance ofthe vehicle to restore the traffic-controlling means away from retardingcondition.

5. A railway trafliccontrolling system comprising a single automatictrain stop carried on a railway vehicle which at all times and under allconditions effects the au tomatic control of the vehicle, said trainstop having a retarding condition under dangerous traffic conditions inadvance and nonretarding condition under clear traffic conditions inadvance and arranged when in retarding condition to automatically applythe brakes and retard the vehicle, the train stop being constructed andarranged to assume retarding condition within a predetermined interval,and means located in the trackway and responsive to the clear traflicconditions of the track to restore the train stop away from retardingcondition.

6. A railway traffic-controlling system comprising a single automatictrain stop including a valve in control of an air vent in the train pipefor governing the train in accordance with traffic conditions inadvance, apparatus which at all times and under all conditions effectsthe control of said train stop and which constantly tends automaticallywithin a predetermined interval to assume a condition in which it willopen the valve, and extraneous controlling means disposed at intervalsalong the track and responsive to clear traffic conditions to re set theapparatus away from such condition.

7. A railway trafliccontrolling system comprising an automatic trainstop including a valve in control of an air vent in the train pipe,valve-opening apparatus which at all times and under all conditionseffects the control of said train stop, said apparatus having anon-opening and opening position and constantly operated by the movementof the train to move gradually from non-opening to opening positionduring a predetermined movement of the train, and extraneous controllingmeans disposed at intervals along the track and responsive to cleartraffic conditions to reset the valve-opening apparatus away fromopening position.

8. Railway traffic controlling apparatus comprising a singlevehicle-governing means carried on a vehicle which at all times andunder all conditions effects the automatic control of the vehicle, saidmeans having a non-retarding condition permitting unretarded movement ofthe vehicle and a retard ing condition tending to retard the movement ofthe vehicle, said mean being operated by the movement of the vehicle togradually change from the non-retarding condition towards the retardingcondition in accordance with movement of the vehicle and to reach saidretarding condition upon the completion of a limited movement of thevehicle, and means located at inter vals along the trackway andcontrolled by traffic conditions in advance for restoring thevehicle-governing means towards the initial non-retarding condition inorder to prevent retardation of the vehicle when not required, saidmeans being adapted to automatically resume its change towards retardingcondition after each restoration.

9. In combination, a railway track, a vehicle adapted to travel thereon,governing means on said vehicle for governing the vehicle in accordancewith traffic conditions in advance, a single controlling means on saidvehicle which at all times and under all conditions effects the controlof said governing means, said controlling means being capable of a cleartraffic condition in which it operates to prevent said governing meansfrom affecting the progress of the vehicle and also capable of adangerous traffic condition in which it does not operate to prevent thegoverning means from affecting the progress of the vehicle, saidcontrolling means having a tendency to assume the lastmentionedcondition in accordance with the space traveled by the vehicle, andmeans located along the trackway and controlled by traffic conditions inadvance for restoring said controlling means away from its lastmentionedcondition.

10. In combination, a railway track, a vehicle adapted to travelthereon, means on the vehicle driven in accordance with the movement ofthe vehicle along the trackway and capable of an operative conditiontowards which it is constantly driven, devices located at intervals inthe trackway and adapted to coact with the said means to reset it awayfrom said operative condition under clear trafiic conditions in advance,and apparatus on the vehicle controlled by the said means when thelatter reaches said operative condition for governing the vehicle inaccordance with traffic conditions in advance, said apparatus and saidmeans constitnting jointly a mechanism which at all times and under allconditions effects the automatic control of the vehicle.

11. In combination, a railway track, a vehiclc adapted to travelthereon, apparatus on the vehicle operatively connected with a wheelthereof to be driven constantly towards an operative condition as thevehicle proceeds along the track, devices located at intervals along thetraclrway each. controlled by trailic conditions in advance and eachcapable of an operative and an inoperative condition according as saidtrailic conditions are clear or dangerous, each device leing adaptedwhen operative to ccact with the vehicle carried apparatus to reset thelatter away from its operative condition and means on the vehiclecontrolled by the said apparatus when the latter reaches its operativecondition for governing the vehicle in accordance with trailicconditions in advance, said means and said apparatus constitutingjointly a mechanism which at all times and under all conditions effectsthe automatic control of the vehicle.

12. In combination, a railway track, a vehicle adapted to travelthereon, appara tus on the vehicle having a controlling condition and anon-controlling condition, means operated by the vehicle for constantlychanging said apparatus from non-controlling condition towardscontrolling condition, devices located in the trackway and controlled bytraffic conditions in advance and adapted to initiate a movement of saidapparatus away from its controlling condition under clear trafhcconditions, and means on the vehicle controlled by said apparatus, saidapparatus and said last-mentioned means constituting jointly a mechanismwhich at all times and under all conditions effects the automaticcontrol of the vehicle.

13. In combination, a railway vehicle, apparatus on the vehicle capableof an initial condition and an ultimate condition and adapted toautomatically change its condition by degrees progressively approachingthe ultimate condition, means extraneous to the vehiclev controlled bytrafiic condi-' tions in advance and adapted under clear trafiicconditions to restore said apparatus from any position or degree of saidprogressive change to a position or degree more remote from ultimatecondition, said apparatus being adapted to automatically resume theprogressive change towards ultimate condition after each restoration,and means on the vehicle controlled by said apparatus, said apparatusand said lastsmentioned means constituting jointly a mechanism which atall times and under all conditions effects the automatic control of thevehicle.

14. In combination, a railway vehicle, means thereon arranged to changegradually towards an ultimate condition in ac" cordance with theprogress of the vehicle under all conditions effects the automaticcontrol of the vehicle, and devices located in the trackway andcontrolled by trafiic conditions in advance for causing said means to berestored away from said ultimate condition under clear trafficconditions, said means being adapted to automatically resume its changetowards ultimate condition after such restoration.

In combination, a railway vehicle, means thereon arranged to changegradually towards an ultimate condition, brakeapplying apparatuscontrolled by said means for governing the vehicle, said means and saidapparatus constituting jointly a mechanism which at all times and underall conditions effects the automatic control of the vehicle, and deviceslocated in the trackway and controlled by trafiic conditions in advancefor causing said means to be restored away from said ultimate conditionunder clear traffic conditions, said means being adapted toautomatically resume its change toward said ultimate condition aftersuch restoration.

16.111 combination, a railway vehicle, means thereon arranged togradually approach an ultimate condition and to reach said conditionupon the completion of a limited interval, apparatus controlled by.

said means for governing the vehicle, and devices located in thetraclrway and responsive to clear traflic conditions for restoring saidmeans to a condition more remote from said ultimate condition atintervals less than said limited interval within which said means wouldreach its ultimate condition.

17. In combination, a railway vehicle, means thereon arranged togradually approach an ultimate condition in accordance with. theprogress of the vehicle along the track and to reach said condition uponthe completion of a limited movement of the vehicle, apparatuscontrolled by said means for governing the vehicle, and devices locatedin the traclrway and responsive to clear traffic conditions forrestoring said means to a condition more remote -from said ultimatecondition at intervalsof' vehicle movement less than said limitedmovement within which said means would reach its ultimate condition.

18. In combination, a track divided into blocks, a train carried magnet,means in each block for controlling said magnet, an arm carrying anarmature adapted to be turned by the magnet, a brake valve controlled bythe arm and a geared device operated by train movement, said geareddevice yieldingly turning said arm.

19. In combination, a track divided into constantly tending to move thearm away blocks, a train carried magnet, means in from the firstmentioned magnet. 10 each block for controlling said magnet, and Intestimony whereof I have afiixed my an arm carrying armature adapted tobe signature in presence of two Witnesses.

5 turned by the magnet, an electric circuit ALBERT V. T. DAY.

including a second magnet and controlled Witnesses: by the arm, a brakevalve operated by the VICTOR D. BoRs'r,

second magnet, and a train operated device BERNARD CowEN.

